Change speed gearing



Filed Aug. 25, 1937 4 Sheets-Sheet 1 III Aug? 1941 A.5 P. KEARNS 2,253,711

CHANGE SPEED GEARING Filed Aug. 25, 1931" 4 Sheets-Sheet 2 Aug 26, 11941, A. PKEARNS 2,253,711

CHANGE SPEED GEARING Filed Aug. 25, 1937 4 sheets-sheets Patented Aug.26,1941 v UNITED STATE area-111 CHANGE SPEED GEARING Anthony P. Kearns, Basking Ridge, N. J. Application August 25, 1937, Serial No. 160,915

12 Claims. (Cl. 74 --336) The present invention relates to transmission mechanism by means of which a driven shaft may be rotated at different speeds relative to a drive shaft from which it receives its drive. According to the invention, change speed operations may preferably be effected either automatically or manually, and, with the automatic means operative, shifting is preferably effected in dependence both upon the speed of the driven shaft and also in dependence upon conditions of torque input and load variation.

In the embodiment of the invention to be hereinafter described, I employ constant mesh gears and selectively operable clutches for controlling the transmission ratio. To prevent racing of the prime mover during the period in which one clutch is disengaged and another engaged, the

invention contemplates automatic speed control mechanism for the prime mover to take care of this contingency.

Since the invention will be best understood portion 19 defining with a rear wall portion 2a, a neck portion 2| which is surmounted by a removable cap portion 22. The drive shaft 23,

which may be driven from any suitable prime.

mover such as an internal combustion engine is supported in a bearing 24 on wall 16 and in a bearing 25 supported on a pedestal 26 rising from the bottom wall 11. The driven shaft has a forward section 21 having a reduced forward extremity 28 journaled in a bore in the rear end of the shaft 23, shaft 21 being joumaled also in a bearing 28' formed in a vertical web 29 and in a bearing 39 formed in a vertical web 31. The

from-the description of a. specific embodiment, I

shall proceed to describe it with reference to the illustrative embodiment shown in the accompanying drawings, in which:

Figure l is a longitudinal vertical section of speed changing mechanism embodying the invention, the mechanism shown providing three speeds forward and reverse.

Figure 2 is a section substantially on line of Figure 1. a

Figure 3 is a sectionsubstantially' on line 3-3 of Figure 2.

Figure 4 is a section substantially on line 44' of Figure 1.

Figure 5 is a diagrammatic view showing drive gearing for clutch control mechanism.

Figure 6 is a diagrammatic view of the speed control mechanism for the prime mover.

Figure '7 shows in face view one element of certain lost motion mechanism of which the other isshown in face view in Figure 7a.

Figure 5; shows in face view one element of further lost motion mechanism of which the other is shown in face view in Figure 8a.

Figure 2 shows in end elevation a cam drum which constitutes direct selecting means for the change speed clutches.

driven shaft also includes a rear section 32 having its forward end 33 rotatably received in a bore 34 in the rear end of shaft section 21. Shafts 23, 21 and 32 are in axial alignment. The latter two are connected by means of mechanism which will be hereinafter described, while shafts 23 and 21 are adapted tobe so connected that the latter may be rotated from the former at the same speed thereof or at other speeds.

A counter-shaft 35, Figure 2, is arranged parallel to shaft 23 at one side thereof and somewhat thereabove, shaft 35 being rotatable in a bearing 36 on end wall 16 and in a bearing 31 supported Cal a top wall 18, and a forward removable top wall 5 on an arm 36' projecting laterally from bearing 25. Intermediate the bearings 36 and 31 a gear 38 .is fixed on shaft 35 and meshes with a smaller gear 39 fixed on shaft23. .On the rear side of bearing 31, shaft 35 has fixed thereto a friction clutch plate 40, as here shown.

. A shaft 4| in alignment with shaft 35 has a reduced forward end 42 journaled in a bore in the rear end of shaft 35, shaft 4| being otherwise rotatable in a bearing 43 carried by web 29 and in abearing 44 which projects slightly rearwardly of wall 20. A friction clutch plate 45 is splined on shaft 4| for cooperation with plate 40. Plate 45 has a hub 46 provided with an annular groove in which is disposed a shipper ring having horizontally projecting pins, of which one is shown at 41, Figure 1, engaged in slots in the extremities of a yoke 48 which projects downwardly from the extremity of one arm 49 of a bell crank lever whose other arm 50, Figures 2 and 3, projects upwardly. The lever is pivoted 1 between ears .48'- projecting forwardly from web 29. The axis of the pins engaged by the yoke is inclined somewhat to the horizontal, as shown in Figure 3, in order that arm 50 may be positioned inwardly of the housing with reference to the vertical axial plane of shaft 35, this being for the purpose of compactness. The upperend of arm 50 is bifurcated and provided with aligned slots in which are engaged the ends of a pin passed through a piston rod 52 secured to a piston which is reciprocable in a cylinder 54 secured to the upper portion of web 29. The piston and cylinder constitute a dashpot which has a restricted escape vent which, if desired, may have an adjustable escape valve therein. The piston is valved so as to permit it to move freely to the left, Figure 1, movement of the piston to the right being retarded by reason of the restricted escape vent.

An example of such a valved piston is disclosed in United States Patent No. 1,426,460, issued to Cheney, August 22, 1922.

A relatively small gear 56 is splined on the rear portion of shaft 4| and has a hub portion 51 engaged by suitable shifting means including a yoke 58 secured to a pivotal vertical shaft 59 to the upper end of which is fixed a forwardly extending arm 68. Gear 56 engages a relatively large gear 6| fixed on shaft 21.

i A shaft similar to shaft 35 is journaled in bearings 62 and 63 on the opposite side of shaft 23 and has fixed thereon a relatively small gear 64 engaging a gear 65 fixed on shaft 23. The said similar shaft also has fixed thereon a friction clutch plate 66 cooperable with a plate 61 on a shaft 68 similar to shaft 4| with the exception that it is somewhat shorter than shaft 4| so that its end bearing 69 is entirely within wall 28. Shaft 68, adjacent bearing-69, has fixed thereon a, relatively small gear 18 engaging a gear 1| fixed on shaft 21.-

The hub of clutch plate 61 is engaged by a yoke 12, such as yoke 48 abovedescribed, this yoke being carried by a bell crank lever mounted as the first mentioned bell crank lever, of which the upwardly extending arm 13 engages the piston rod 14 of a dashpot 15, which may be similar in all respects to the dashpot above described.

A clutch plate 16 is fixed on the rear end of drive shaft 23 for cooperation with a plate 11 splined on the forward end of shaft 21. The hub 18 of plate 11 has an annular groove in which is disposed a shipper ring 19 having pins as at 88 engaged in the arms of a yoke 81 which forms the lower portion of a two-armed lever whose upper arm is designated at 82, this lever as well as the bell crank levers hereinbefore mentioned being pivotally supported by means of ears projecting forwardly from web 29. The

upper portion of arm 82 has a semi-sphericalrearwardly faced recess therein, Figure 1, engaged by the head of a plunger 83 slidable in a bore in web 29 parallel to shaft 21, the other end of the plunger having thereon a rounded head 84, Figure 1, on the opposite side of web 29.

Ann 82 has an upward extension 82"in connection with the piston rod of a dashpot 55 similar in all respects to the dashpots previously mentioned, and the arm portions 58 and 13 of the bell crank levers associated with discs 45 and 61, respectively, are engaged bythe forward ends of plungers of exactly the same form as plunger 83 parallel to the latter and disposed in the same horizontal plane.

A compression spring 85, surrounding the reduced forward end portion of bearing 28', is interposed between the latter and hub 18 and tends to operatively engage plate 11 with plate 16 for the transmission of power from shaft 23 directly to shaft 21. Similarly disposed springs act similarly on plates 45 and 61. When the plungers are in their forward positions, as in Figure 1, all

of the clutches are disengaged. When the pl n ers are permitted to move rearwardly, their associated clutches are respectively engaged by means of the springs as at 85. When the plungers are moved forwardly by means hereinafter described, their associated levers are moved to s age the clutches. While the lever associated with clutch plate 11 has of itself a mechanical advantage superior to that of the bell crank levers associated with the other clutches, balanced action of all is secured by means of the cam eifect of the slots in the yokes 48 and 12. The plungers associated with arms 58 and 13 of the bell crank levers are indicated at 86 and A .81 respectively, Figure 3.

To the rear of web 29 a cam drum 88 is secured on a shaft 89 journaled in bearings 98 and 9| on the housing side walls, shaft 89 being horizontal with its axis in a vertical plane perpendicular to the axis of shaft 21. Drum 88 has four cams 92, 93, 94 and secured thereon in circumferentially extending relation, each cam being provided with an interruption as will be hereinafter described.

Cam 93 is directly in advance of plunger 81, the latter constituting the follower for the cam. Similarly plunger 83 cooperates with the cam 94 and plunger, 86 with cam 95. A spring-pressed 'plunger or follower 96 cooperates with cam 92,

cam 92 and plunger 96 merely serving as means for yieldingly holding drum 88 -in neutral position.

Figure 9 is a view of drum 88 as seen from the left of Figure 4 and shows the extent of the cams and their profiles. The extent of cam 92 is indicated in Figure 9by the arrow N. With the drum in neutral position, the end of the follower 96 rests on the drum surface in the interruption of cam 92. The cam has a leading bevelled face 91, its surface at its trailing end, 98, being substantially radial. With the drum rotated in the direction of the arrow X, Figure 9, the follower is relatively readily caused to ride up on face 91, although rotation of the drumin clockwise direction is prevented through abut ment of the follower with face 98. The extent of cam 95 is indicated by the reference numeral I, the adjacent ends of the cam being similarly sloped at 99 and I88, these slopes being relatively abrupt adjacent the drum and more acute thereabove. Cam 93 is similar to cam 95 and its circumferential extent and disposition is indicated by the arrow' 2, its end surfaces being designated by reference numerals IM and I82. The disposition and extent of cam 94 is indicated by the arrow 8. One end of cam 94 has a sloped surface I83 while the other has a radial surface of the spring associated with clutch plate 45,

plate 45 being thus engaged with plate 48. Hereupon rotation of shaft 23 is transmitted through gears 39, 38, clutch 48, 45 and gears 56 and 6| to shaft 21, so that the latter is driven at a low speed relative to shaft 23. This is first speed position. The second speed position is'reached upon further rotation of drum 88 in the directior of the arrow X when follower 86 rides up on cam 95 and follower 81 rides off of cam 93, whereby clutch 40, 45 is disengaged and clutch 66, 61 is engaged. I-Iereupon drive from shaft 23 moves through gears 65, 64, clutch 66, 61 and gears 10 and H to shaft 21.

Upon further rotation of drum 88 in the direction of the arrow X, Figure 9, follower 81 rides up on cam 93 and follower 83 rides off of cam 94. Hereupon clutch'66, 61 is disengaged and clutch 16, 11 is engaged, so that there is a direct drive from shaft 23 to shaft 21.

If now drum 88 is rotated in clockwisedi-rection and held in second position, clutch 16,, 11' will be disengaged andtclutch 66, '61 engaged, so that the transmission is again in second speed,. first being attainable upon further drum rotation. However, if the drum is reversely rotated through the second speed position to the first; without stopping, the second speed will not beengaged due to the lagging clutch action enforced by the dashpot 15.

' Both automatic andmanual means are provided for rotating drum 88 and these mechanisms will now bedescribed.

Referring particularly to Figures 4 and 5, a sleeve I05 is rotatably mounted on shaft 89 betweenthe right-hand end' of drum 88 and bearing 9|, sleeve I05 also being axially shiftableon the shaft. Freely rotatable on the ends of sleeve I05 is a pair of similar gears I06 and I01. Gear I06 has -'a pair of lugs-I08 and I09 thereon engageable in mating recesses I I0 and III in the end of 88, the'lugs being of different form,' as particularly shown in Figures 8 and 8a, so that gear I06 is engageable with drum 88 in only one 1 angular position relative thereto. .Gear I01 is.

provided with similar lugs engageable in similar recesses in a disc I I2 fixed on shaft89. A yoke II3 engages a suitable shipper ring II4 on sleeve I05 and is fixed on a reciprocable' shaft H5 slidable in suitable bearings I I6 and I I6, Figs. 2 and depressionsin the squared-end I29 upon reciprocation of shaft I3I relative to the latter, these depressions being indicated by the reference characters A, M and R, respectively. The sleeve I32 is formed with an upwardly projecting cupped portion I34, in which is received a ball I35 on the lower end of an arm .I36 which projects beneath a ball portion I31 universally movable in a seat I38 formed between .the top wall of head 22 and a 5' is received, arm I42 being abutted by com-- pression springs I43 and I44 whose other ends bear against stopcollars I45 and I46 fixed on shaft II5. At its right-hand end, Figures 1 and 4, sleeve I32 has a radially expanded portion I41 in the horizontal plane of the upper .end of arm 60.

A counter-shaft I48 below shaft 89 and parallel thereto has its ends supported in bearings, not shown, and carries a pair of rigidly connected gears I50 and I5I of which the former is in constant mesh with gear I06, the latter meshing with a gear I5Ia on a shaft I5Ib mounted in a boss I52b.

Fixed on the rear end of shaft 21, Figure 1, is a disc I52 and a'similar disc I53 is movable on the adjacent end of shaft 32. Defined between the periphery of disc I52 and a, surrounding ring I54 are a number of rearwardly faced spherical recesses in which are received the spherical heads I51 of links I 58 having at their other ends 4. Shaft v.I-I5 is parallel to shaft 89 and upon reciprocation is adapted to engage either gear I06 with drum 88 or gear; I01 with disc 21 The length-of the lugs on each gear is such that upon movement of sleeve I05 from one extreme position to the other, the lugs of onegear will enter theirassociated recesses just prior tothe time the lugsof the other gear leave their associated F recesses.

On a counter-shaft I I1 journaled in bearings H8 and H9 and parallel-to shaft 89 isfixed a pinion I20 which has a hub portion carrying a disc I 2I having an-eccentrically disposed lug I22 projecting therefrom. A gear I23 rotatable on shaft I I1 has a recess faced toward disc I2I and therein a lug I24 adapted to be abutted byJug I22 as disc I2I is rotated, see alsoFigures '1. and 7a.? Gear I23 engages gear I06 and a gear I25 of the same size asgearl'23 but fixed onshaft II1 engages gear I01. The relation of parts is such that gears I23 and I25 are engaged with gears -I06 and I01 in all positions of the latter along shaft 89.

A counter-shaft I26 above shaft H1 and parshaft I26 is squared and received in a mating opening I30 in a sleeve I32 forming one end of a shaft I3I whose other end is rotatableand reciprocable in a bearing I3I'. The sleeve I32 carries a spring-pressed detent I33 engageable in spherical heads I59 engaged in similar recesses formed between disc I53 and a surrounding ring I60. A compression spring I6I is seated in opposed annular grooves of discs I52 and I53 so that links I58 normally lie in radial planes of shafts 21 and 32 with disc I53 at maximum spacing from disc I52. Disc I53 is fixed on a sleeve I62, which is slidable on, but non-rotatable relative to, shaft 32. A collar I63 fixed on the other end of sleeve I62 has radial ears connected by means of rods I64 and I65 withthe pistons of dashpots I66 and I61 which are fixed on'shaft 32, and to such earsvare also pivoted the links I68 of a centrifugal governor. This governor comprises also weights I69 and links I10 pivoted to ears on a collar I1I slidable on sleeve I62 and preferably splined thereon. A coil spring I12 surrounds sleeve I62 between collars I63 and. HI

and may have one end anchored to the former, as shown. Sleeve I has an annular groove receivin a shipper collar I13 which is suitably engaged by a yoke I14 fixed on ashaft I15 journaled in bearings I16 and I11, Figure 4. Also fixed on shaft I15 is an arm I18, which at its free end carries a segment gear I19 engaging gear I5Ia.

With detent I33, Figure 4, in the M position;

the mechanism is set for manual control. Under these conditions, gear I01 isengaged with disc 2 and gear I06 isdiseng-agedfrom drum 88. Upon swinging handle I -to the right, Figure 1, sleeve I32 is rotated in a counter-clockwise direction through the ball and socket connection. Rotation of sleeve I32 is imparted to shaft I26 and thence through gear I21 to gears I20 and In the case of automatic actuation, handle I is swung so that sleeve I32 is placed in the A position relative to shaft end I29. In moving from the M to the A position, rod 8 is similarly moved, so that gear I81'is disengaged from disc II2.and gear I96 is engaged with drum 88.

Through suitable swinging of handle I H, sleeve I32 is now rocked through an angle equal to the angle through which it was previously rocked to bring the manual control into third speed. Hereupon lugs I22 and I24 come into engagement and upon further continued movement of the handle, rotation of gear I23 is imparted to gear I88 to move the drum from neutral to first speed position, whereupon drive is effected through the resilient coupling between shafts 21 and 32.

As the drum 88 is rotated, member I18 is swung upwardly through gears I88, I89, I Ill and I8'Ia so that collar I" is moved to the right on sleeve I62. Spring I12 does not extend completely between collars I83 and "I in the rest position, the described movement of member I18, however, bringing collar I H against the adjacent end of the spring and since the load has commenced to move, the centrifugal force of weights I69 will keep collar I1I against the spring.

.Under a heavy load, such as at starting, disc I52 will run ahead of disc I88 so that the latter is moved toward the former and sleeve I82 is correspondingly moved, thereby compressing spring I12 or moving collar "I to the left,'Figure 1, or both. The movement of collar "I to the left under such conditions is limited to onethird or any other predetermined fraction of the possible movement of collar 12 under the action of fly-ball governor and, consequently, this movement of collar "I to the left is compensated by the equivalent distance it may travel to the right without pressure by spring I12. Under light or normal loads, the disc device, I82, I83 undergoes little or no distortion, spring I8I being sufiiciently powerful to be compressed only under heavy load. Compression of spring I6I can proceed only to the point at which the forward end of sleeve I62 abuts the rear end of shaft 21. The principal control is effected through the fiy-ball governor and it will be understood that this is so proportioned as to be able to effect adequate rotation of cam drum 88.

As an example of the operation, let it be assumed that the fiy-ball governor employs first speed from 0 to 9 miles per hour, second speed from 9 tov 21 miles per hour, and third speed from 22 miles up and that the torque-influenced governor iseflective through one-third of the speed range. That is, its action is so limited in extent by the adjacent ends of elements 21 and I82 that its'maximum effect on collar "I is to move the latter only one-third of the distance that is required for the fiy-ball governor to change from standstill to second speed or the distance of reciprocation of collar "I in a speed change of three miles per hour. Under these conditions, the vehicle is propelled in first speed until nine miles per hour is reached, in-second speed from nine to twenty-one miles per hour and in third speed thereafter. However, if the vehicle is being propelled in high speed at fixed throttle at twenty-four miles per hour, a heavy increase in load will cause the torque-influenced governor to move the collar "I to the same position to which the fly-ball governor would have moved it at twenty-one miles per hour. The transmission will thus be changed from third to second speed in view of the increase in load as affecting the torque-influenced governor. If there is no increase in load, second speed will not be engaged until speed falls to twenty-one miles per hour. Similarly, under heavy load, first speed will come into use when speed declines to twelve miles per hour, whereas under normal conditions speed would have to drop to nine miles per hour before change to first. On the other hand, in accelerating the heavy load, the torqueinfluenced governor would also become eifective and the apparatus would remain in first until twelve miles per hour and in second until twentyfour miles per hour.

The drum cannot be rotated past third speed position, due to the abutment of follower 83 with the radial face I84 of cam 84. Due to the shape of the cam ends the followers do not immediately rise on the inclines. but lag until suificient force has been builtup to enable a rapid movement of the drum to be made. Dashpots I88 and I81 permit free forward movement of sleeve I62, but retard its rearward movement relative to shaft 32.

When sleeve I32 is moved along shaft end I29 to position R, its expanded portion I41 strikes the end of lever 88, so that gear 88 is moved-forwardly out of engagement with gear 8I and into engagement with an idler I88, Figure 4, mounted on a suitably supported shaft I8I and engaging gear H on shaft 21. Upon rocldng sleeve I32, drum 88 is moved from neutral to first speed position, but, in view of the interposition ofidler I80, shaft 21 is reversely driven. When sleeve I82 is moved from the R pomtion, arm 88 and its associated parts are returned to normal position by means of a compression spring I82,which surrounds shaft 4I in advance of gear 86.

Shaft 23 is driven from any suitable prime mover, which in the case of a motor vehicle will ordinarily be an internal combustion engine. It will be evident that with a constant throttle opening the engine will tend to race while the load is released during a change speed operation, that is, when one clutch is disengaged and another is about .to be engaged. In order to overcome this racing tendency, I preferably provide automatic control mechanism such as is shown in Figure 6. Referring to this figure, reference numeral I83 designates the intake manifold of an internal combustion engine and reference numeral I84 a pivoted butterfly valve for controlling the intake. The valve has an arm I88 secured thereto and connected by means of a link I88 with an arm I81 which, as here shown. is integral with a pivoted accelerator pedal I88.

Shaft 23 has formed thereon screw threads I89 which are engaged in the internally threaded bore of a relatively heavy sleeve member I98 which is free on shaft 23. A torsion spring I 9| is interposed between the enlarged threaded portion of the shaft and the end wall of sleeve I98 and has its ends respectively anchored as shown. Sleeve I98 has a hub portion I92 provided with an annular groove in which is disposed a shipper ring I93 engaged by a yoke I94 formed at the extremity of one arm of a two-armed lever pivoted at I85. The other arm I96 of the lever extends above link I86 and has pivoted to its driven shafts, a sleeve slidable on the driven plate and at its lower end carries a swivel nut 203 which is provided with a bore through which link I86 freely passes. The nut 203 swivels on an axis parallel to the pivoting axis of plate I99 and is abutted at its sides by compression springs 204 and 205 respectively which surround link I86 and whose other ends abut stop collars 206 and on the link.

In the illustrated position of parts valve I84 is partially open. Assuming-shaft 23 to be momentarily uncoupled from the load, its speed is instantaneously jumped up. Due to its inertia the sleeve or nut I90 will be instantaneously drawn to the left against the action of spring I9I, thus swinging arm I 96 in a clockwise direction, so that plate I99 and arm 202 are sw'ung in a clockwise direction andnut 203 bearing against spring 205 carries link I86 to the right, thus closing valve I84 against operating pressure on the pedal I88. By the time shaft 23 is again engaged with the load, spring I9I has returned sleeve I90 to its normal position relative to threads I89, so that as a result valv'e I84 resumes its original position. Due to the provision of the various springs, the accelerator pedal is operable without any obstruction, as will be understood. It will also be understood that the automatic actuating. mechanism just described may be utilized with prime movers other than internal combustion engines.

In the case of an electric motor for example a rheostat would replace the valve.

From the above it will be seen thatI have provided speed change mechanism compactly coming to mutually approach the discs to an extent bining automatic and manual control and being extremely sensitive to operating conditions. 001- lar I I I, it will be seen, receives and integrates the reactions of the governor and the reactions of the resilient coupling, the latter resulting from changes in the relations of power and load and independently of any change in the speed of the governor, the movements of the collar being transmitted to the clutch control mechanism. Preferably the apparatus includes motor control means so that steady motor operation is secured.

It is particularly pointed out that the invention is not limited to the specific form and arrangement of parts which have been above described by way of example, the scope of the invention being de termined in the following claims.

' I claim:

1. Means for transmitting rotary motion from a drive to a driven shaft, said means comprising an intermediate shaft, change speed gearing intermediate shafts, a rebetween the drive and sad intermediate and silient coupling between driven shafts, a sleeve slidable on the driven shaft, a collar slidable on said sleeve, means for displacing said sleeve and therewith said collar when the driven shaftlags behind the intermediate shaft, speed responsive means operative to displace said collar on said sleeve, and gear changing mechanism operated independence upon movements of said collar.

-2. Means for transmitting rotary motion from a drive to a driven shaft, said means comprising an intermediate'shaft, change speed gearing between the drive and intermediate shafts, a resil-- shaft,a collar slidable on saidsleeve, means for displacing said sleeve and therewith said collar when the driven shaft lags behind the intermediate shaft, speed responsive means operative to displace said collar on said sleeve, and a rotary gear change control drum rotated independence upon movements'of said collar.

3. Means for transmitting rotary motion from a drive to a driven shaft, saidmeans comprisdetermined by conditions of power and load, and means moved in dependence upon the relative movements of the discs for effecting speed change.

4. Means for transmitting rotary motion from a drive to a driven shaft, said means comprising change speed gearing between the shafts, a rotary drum having cams thereonfor controlling said gearing, automatic means for rotating said drum, and manually operable means for rotating said drum, said manually operable means including alever operable also to initiate operation of said automatic means, the same cams of said drum being operative upon either automatic or manual rotation of said drum.

5. Means for transmitting rotary motion from a drive to a driven shaft, said means comprising change speed gearing between the shafts, a rotary drum having cams thereon for controlling said gearing,'automatic means for rotating said drum, manually operable means for rotating said drum, said manually operable means including a lever operable also to initate operation of said automatic means, the same cams of saiddrum.

being operative upon either automatic or manual rotationof said drum and means for effecting reverse rotation of the driven shaft comprising a reverse gear shiftable by said lever.

6. Means for transmitting rotary motion from a drive to a driven shaft, said means comprising change speed gearing between the shafts, control means for said gearing comprising a rotary cam drum, a shaft on which said drum is fixed, a pair of gears freely rotatable on said shaft. and shiftable axially thereof, abutment means fixed on said shaft outwardly of said gears, means for shifting said gears simultaneously, clutch means engaging one of said gears and said drum upon shifting movement of the gears toward the drum, clutch means engaging the other of said gears and said abutment means upon shifting move ment of the gears away from thedrum, an automatically rotatable gear in constant mesh with one of said gears, and a manually rotatable gear in constant mesh with the other of said gears,

whereby said drumis rotatable automatically or manually.

'1. Means for transmitting rotary motion from .'a drive to a driven shaft, said means comprising change speed gearing between the shafts, control means for said gearing comprising a rotary cam drum, a shaft on which said drum talked, a pair of gears freely rotatable on said shaft and shiftable axially thereof, abutment means fixed on said shaft outwardly of said gears, means for shifting said gears simultaneously, clutch means engaging one of said gears and said drum upon said last-mentioned pair of gears being fixed on said counter-shaft and the other having a lostmotion connection with said counter-shaft, and an automatically controlled gear in constant mesh with said one of said first-mentioned pair of gears, said counter-shaft being manually rotatable throughout its speed changing range prior to the closing of said lost-motion connection whereupon, said one of said first-mentioned pair of gears being in engagement with said drum, continued rotation of said counter-shaft is effective to rotate said drum to first speed position.

8. Structure according to claim 7 wherein a single handle servesas shifting means for the first-mentioned pair of gears and as means for rotating said counter-shaft.

9. Structure according to claim 7 wherein a single handle serves as shifting means for the first-mentioned pair of gears and as means for rotating said counter-shaft and wherein an axially reciprocable and rockable member is controlled by said handle to effect said last-named operations.

10. In apparatus of the class described, a drive shaft and a driven shaft, change speed gearing between said shafts including a clutch for each speed, an actuating cam for each clutch, a shaft on which said cams are fixed, means for rotating said cam carrying shaft to cause successive operation of said clutches, and dashpots associated with the clutches whereby upon uninterrupted drum rotation an intermediate speed position may be passed through without operative actuation of the associated clutch.

of said speed responsive means being in a direction opposite to displacement of said sleeve upon lag of said driven shaft, and gear changing mechanism operated in dependence upon movements of said member.

12. Means for transmitting rotary motion from V a drive to a driven-shaft, said means comprising an intermediate shaft, change speed gearing between the drive and intermediate shafts, a sleeve slidable and non-rotatable on said driven shaft, a member slidable on said sleeve and rotatable therewith, a coupling between said intermediate shaft and said sleeve, said coupling acting to displace said sleeve and therewith said member toward the intermediate shaft when the driven shaft lags behind said intermediate shaft, abutment means fixed on said sleeve on the side of said member remote from said intermediate shaft, speed responsive means connecting said member and said abutment means, a compression spring surrounding said sleeve between said member and said abutment means, displacement of said member with said sleeve being effected through said. spring, said speed responsive means being operative to displace said member on said sleeve away from said intermediate shaft, and

gear changing mechanism operated in dependence upon movements of said members.

ANTHONY P. KEARNS.

speed responsive means 

